Self-propelled handling truck

ABSTRACT

A self-propelled truck comprising a control cabin permitting the distribution of loads between waiting zones and transfer zones, comprising at least two elements coupled to each other by articulated coupling joints and provided with displacement devices permitting at will lateral or turning movement in situ, a skewing plate and retractable guides.

United States Patent Inventor Jacques Poccard La Varenne, France Appl.No. 864,489

Filed Oct. 7, 1969 Patented Sept. 14, 1971 Assignee Nord-AviationSociete Nationale de Constructions Aeronautiques Paris, France PriorityOct. 8, 1968 France 169,160

SELF-PROPELLED HANDLTNG TRUCK 8 Claims, 18 Drawing Figs.

US. Cl 214/38 D, 214/84, 214/518, 280/408 Int. Cl B60p 1/52 Field ofSearch 214/84,

References Cited UNITED STATES PATENTS 990,058 4/1911 Martel] 193/393,279,631 10/1966 McCartney.... 214/84 3,447,665 6/1969 Egeland et a1.214/84 X 3,361,279 1/1968 Brown et a1 214/519 3,370,727 2/1968 Shaw214/84 X 3,435,969 4/1969 McCartney et al. 214/84 3,506,144 4/1970Carder et al. 214/84 X Primary Examiner-Albert J. Makay Att0mey Karl W.Flocks ABSTRACT: A self-propelled truck comprising a control cabinpermitting the distribution of loads between waiting zones and transferzones, comprising at least two elements coupled to each other byarticulated coupling joints and provided with displacement devicespermitting at will lateral or turning movement in situ, a skewing plateand retractable guides.

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SELFJROPELLED HANDLING TRUCK The present invention relates toaself-propelled-handling truck, more particularly intended for-thetransshipment of 5 mailboxes for airmail traffic.

The problem presented by the dispatch of mail which hasto be centralizedor distributed at points served by a rapid means of transport is alreadyknown, and it is also known that the diftransshipment of palletscarrying mailboxes or bins, on'the ac-' tual parking area of theaircraft.

Handling means are of course, already known for loading or unloadingaircraft, but some of these utilize the frequent toand-fro traffic ofhauled tracks, which renders the operating time excessive, while othersnecessarily comprise very considerable fixed installations on theground, which is not systematically suitable for all aerodromes intendedto receive airmail freight.

To this end, the present invention provides an automatic handling truckwhich does! not possess the above disadvantages, and which possessfurthermore, as will be explained in more detail in the remainder ofthis text, a high mobility permitting easy utilization in the smallspaces available, which may furthermore comprise irregular ground orinterrupted slopes.

The self-propelled truck according to the invention is essentiallycharacterized in that is comprises a plurality of elements coupled toeach other so as to give the whole assembly acertain verticalflexibility, whilst retaining greathorizontal rigidity; in that itpossesses, by virtue of a particular arrangement of its rolling members,six degrees of freedom, namely two for longitudinal translation, two fortransverse translation and two for rotation in position; in that itcomprises passages for the translation and transfer of loads in waitingzones;,in that it is provided with a system for drawing-alongside'the'loading or unloading area in such manner that this latter may havevariations in surface without interfering ,withthe movement of loadingin the passages; and in that it has asingle operating cabin and adriving unit for the control of these evolutions and of the movement ofthe loads, together with the operation of the associated controlleddevices.

The invention also provides a L gearbox system with two ratios, whichpermits a normal speed of the truck (20 to 30 km./hr.) and a lower speedfor maneuvering, thedisplacement of the loads on the truck beingeffected by driving rollers (retractable) and lateral guides(withdrawable).

Other characteristic features and advantages will' .be brought out inthe description which follows below made in respect of the accompanyingdrawings, and giving purely by way of indication and not in anylimitative, sense, one form of embodiment of the invention.

In the drawings:

FIGS. 1 to 8 are diagrammatic sketches showing the advantage of thesystem of handling loads obtained by the use of the truck in accordancewith the invention;

FIG. 9 is a diagrammatic longitudinal view showing the completeoperation of the transfer of 14 mailboxes;

FIG. I0 is a perspective view of the whole of a self-propelled truck;

FIG. 11 is a perspective view showing the front element of the truck ofFIG. 10, together with the boarding device;

FIGS. 12 to 15 are diagrammatic sketches showing the possible evolutionsof the truck;

FIG. 16 is a diagrammatic sketch of the kinematic chain of thedirectional control of the rolling membersof the truck shown in FIG. 1;

FIG. I7 is a diagrammatic sketch of the kinematic chain of the drivingcontrol of this same truck;

. FIG, 18 is a'diagrammatic sketch showing the control panel mountedinthe driving cabin.

First of all,-in order to facilitate understanding of the situation ofthe-problem which the invention is intended to resolve, FIGS. 1 to 8will explain, diagrammatically and by way of example, the case of atransfer of loads to be effected between the luggage room of an aircraftindicated A and an unloading platform indicated at B. i

At B there are thus two mailboxes a, b, which an aircraft is to take onboard, and at A there are located amongst the boxes 0 and p the twoboxes 0 and d which the same aircraft is to leave on the platform.

In FIG. 1, a truck C will more transversely and longitudinally so as tocome into position against the platform B.

In FIG.-2, the boxes a and b are brought on to the truck so as to beplacedin awaiting zone Ca.

In FIG. 3, the truck C has moved laterally so as to come alongside theunloading ramp of the aircraft hold.

In FIG. 4, all the boxed c to p are brought in their turn on the truck Cand are then placed in the transfer zone Cr.

In FIG. 5, the two boxes c, d are transferred to the waiting zone, whilethetwo boxes a, b are placed in their turn in the transfer zone.

In FIG. 6, the-boxed a, b, c-p are brought into the hold A of theaircraft, which may then evacuate the parking area, while the boxes c, dwill be replaced in the transfer zone.

In FIG; 7, the truck C is put back against the platform B.

In FIG..8, and at the end of the operation, the boxes 0, d are movedlaterally from the truck on to the platform.

Referring first to FIGS. 1 t0 8 and then to FIGS. I2 to 15, it

can be seen that the essential characteristics of the truck according tothe invention permit essentially two particular functions, namely thepossible displacement of the loads between the so-called transfer zonesCr and the so-called waiting zones Ca, these being provided in numbersfollowing any desired arrangement, and the particular means of maneuverof the .truck, which consist of arranging two pivoted driving wheelsin.diabolo Crl, Cr2 in the front and rear parts of the truck.

f In the preferred form of embodiment of this invention, a truck withfour coupled elements including two driving and twocarrier elements, iscapable of transferring in a single operation the complete load of thehold of an aircraft comprising l4 frames of mailboxes.

According to this preferred form of embodiment of the invention, thetruck which is shown in FIG. 10 comprises essentially, in addition totwo transfer zones Crl, Cr2, two waiting zones Cal; and Ca2, two drivingdiabolos Crl, Cr2, and

four elements 1, 2, 3, 4 coupled to each other at the coupling joints5-6-7-8-9-10.

The element 1 which is shown in more detail in FIG. 11 is constituted bya carrier chassis 11 coupled to the element 2 and it receives, on theone hand, two freely pivoted rolling members 12 and I3 and, on the otherhand, a plate 14 carrying guiding rails for handling devices togetherwith a system of boarding,,which will be described in detail later.

This element 1 is in fact to ensure, on the one hand, the per: fectmovement alongside the loading platform B, while being capable ofwithstanding a certain angular torsion (or- :2.5 for example)-resultingfrom changes in the position of this plate, and absorbing certainlateral movements (B=:l00 mm. for example) which could be caused byaccidental displacements due to the transfer operations. Furthermore,the compensations for differences of height of levels resulting fromloading orunloading are ensured by ramp jacks B4, B5 such as shown inFIG. 9.

In order to permit these functions of the element 1, the carrier chassis11 receives a plate 14 movable about the axes 15a and I5!) and at I6 soas to be capable of takingup a skewed position on the said chassis. Aboarding element 18, free for lateralmovement and provided withcentering lugs 18a and 18b engaging in notches B2 and B3 formed in theplate B, further receives two lateral guides 19 and 20 and a centralguide 21, pivoted at 19a, 19b, 20a, 20b, 21a and 21b, while pivotedrollers 22 and retractable driving rollers 23 ensure the lateralmovement and the support of the loads following the usual practice.

In addition, this carrier chassis 1 1 receives the control cabin 124 andalso the pivots of the free diabolo wheels 12 and 13.

The elements 2, 3 and 4 (FIG. 10) which are similar to the element 1 intheir handling function, comprise the transfer zones Ctl, Cr2, in whichretractable guides 24 form passages, while the rollers 22 freelypivoted, and the retractable driving rollers 23 ensure the lateralmovement of the loads. Working platforms 25 provided with handrails 125enable the operators D to handle the loading easily, and the drivingdiabolo Cr2 with its driving rollers 126 is arranged underneath theelement 2, while free diabolos 26, 27, 28 and 29 pivot underneath theelements 2 and 4.

Finally, a driver E installed in the cabin I24, controls the operationsof the truck and supervises the handling movements carried out by theoperators D.

The particular maneuvers of the handling truck according to theinvention are obtained by a certain arrangement of the rolling drivermembers, which have a vertical pivotal axis, and their pivotal movementis effected at a distance by means of a centralized control.

By way of example, and according to the form of embodiment chosen, FIGS.16 and I7 illustrate the kinematic chain and the driving chain whichpermit the maneuvering of the truck shown in FIG. 10.

In FIG. 16 it can be seen that the diabolos Crl and Cr2 pivot about thevertical axis X1, X2 (associated with the elements 1 and 3 of the truckC) and the pivotal movement is effected by endless screws 30 and tangentwheels 31 coupled to each other by a shaft 32 which is self-aligned bythe homokinetic joint 33. A servomotor 34 actuated by the steering wheel35 ensures the turning of the diabolos Crl and Cr2 in a manner known perse.

If reference is made to FIGS. 12 to 15, it is seen that the maneuveringof the truck C necessitates the combination of two means which are, onthe one hand, the angular orientation of the diabolos Crl and Cr2 aboutX1 and X2 and, on the other hand, the proper direction of rotation ofthe driving members. In fact, while FIGS. 12 and 13 have their rollingmembers turned in the same direction, it is seen however that differentevolutions are obtained (a lateral or rotational movement) by simplychanging the direction of rotation of the driving members Crl and Cr2.

In order to do this, FIG. 17 shows the kinematic chain which permits (bymeans of a first reversing gear with two positions I and D (reverse anddirect) the reversal of the direction of rotation of the driving membersCrl and Cr2 with respect to each other or, by means of a secondreversing device 37 with two positions I and D, the simultaneousreversal of the direction of rotation of these same driving members.

It should be noted that the two reversing gears 36 and 37 operate in aconventional manner with, for example, a clutch 38 (electromagnetic orthe like) pennitting the two shafts a1 and 02 to be coupled together indirect engagement, in a first position D, a sliding gear e1 on 01enabling the shaft 02 to be driven by other gears e2, e3, e4 and e5 in asecond position I and by declutching of 38.

A torque converter 39 associated with a gearbox 40 with two speedvariation ratios (V1 rapid speed, V2 slow speed) coupled to a motor 41ensures the mobility of the unit, while a bevel gear 42 brings themovement on the driving shaft 01 selfaligned by the homokinetic joint43.

The safety of the steering lock of the diabolos (which may reach 90isensured by a rigid finger 49 fixed on the tangent wheel 31 and cominginto mechanical abutment against the stop members 450 or 45b andelectric safety contacts 46a or 46b.

Generally speaking, the driving of the truck, which is effected from thedesk shown in FIG. 18, comprises two possibilities: the normal maneuversand maneuvers in situ. The nor- 10 Button 5l- Controls reversing gear 37(direct engagement) 5-;Selection of normal speed Forward running slow(AV 1) Button 52-{Controls reversing gear 37 (Direct engagel5 ment)Selection of slow speed Reverse running slow (AR 1) Button 53- Controlsreversing gear 37 (reverse position) -Selection of slow speed 20Manevers in situ (selection of slow speed-steering wheel turned) livotalmovement in situ, direction counterclockwise Button 52 controlsreversing gear 37 (direct engagement) controls reversing gear 36 (directengagement) 25 Pivotal movement in situ, clockwise direction Button 53controls reversing gear 37 (reverse position) controls reversing gear 36(direct engagement) miLateral movement to the left Button 54-controlsreversing gear 37 (direct engagement) controls reversing gear 36(reverse position) -\.:sLateral movement to the right Button 55controlsreversing gear 37 (reverse position) controls reversing gear 36 (reverseposition) The contactors 46a and 46b furthermore carry out the functionsof removing the prohibition of the reverse position of the reversinggear 36, the prohibition of the normal speed selection and ofcounter-order contactors for the reversing gear 37.

In the case where all these operations are effected when starting fromthe position steering wheel hard over to the right," the counter ordercontactor then reverses the selec tions of the reversing gear 37.

Finally, the cases of normal maneuvers and maneuvers is 45 situ areindicated by the lightingup of arrows placed opposite the controlpushbuttons, and the mobility of the truck is ensured by means of twopedals, one an accelerator pedal 47 and the other a brake pedal 48.

It can be seen that the invention provides a self-propelled 5Q handlingtruck which is particularly well adapted to the traffic of airmail bags,although its utilization may be contemplated for all load-handling ingeneral.

Its great possibilities of maneuver on the ground, coupled with itssystem of load transfer made possible during the 55 course of its actualmovement, ensure an extremely small transit time and permit extensiveautomation of the handling operations.

It will of course be understood that the present invention has beendescribed above solely by way of indication and not in any limitativesense, and that any modification of detail may be made to it inconformity with its spirit, without thereby departing from its scope.

Thus, the mechanical transmission of the driving installation is givenby way of example, but is is quire clear that any hydraulic, electricalor electrohydraulic transmission which carries out the same functionsfalls within the scope of the patent.

The invention is essentially concerned with the production of a vehicleof very large size, provided, by the special arrangement of its rolling,propulsion and steering members with high maneuverability, facilitatingthe operations of drawing alongside and maneuvers on airport areas, andis applicable to the loading and unloading of freight from aircraft witha low floor or from aircraft with a high floor, the skewing plate beingthen replaced by a built-in scissors-type elevator.

it is also applicable to the transport of passengers from the airstation to the aircraft and vice versa. In this case, the equipment of.the platform is replaced .by a very large cabincapable of receiving up.to 200 passengers, the skewing plate being then replaced by a devicepermitting access of the passengers to the level of the aircraft cabin(lift, stairway or moving staircase).

1 claim:

1. A self-propelled truck comprising a control cabin permitting thedistribution of loads between waiting zones and transfer zones,characterized in that said truck comprises four independent wheeledelements each of which includes a cargo handling platform, each of saidelements being coupled to each other by articulated joints whose axesextend parallel to the face of said platforms so that the platformsnormally present a continuous surface, displacement means in the form oftwo driving double pivoting rollers, angularly controlled in thepivoting plane by a motor device and loose pivoting diabolo wheelsdisposed under said elements so as to support the loads to be handled,said elements being movable as a unit at will, with lateral or turningmovements of the displacement means according to orders from saidcontrol cabin, one of said platforms including a skewing plate, andretractable guides disposed on the other of said platforms assuringcontinuous articulation of loads being handled by the truck.

2. A self-propelled truck according to claim 1, characterized in thatsaid skewing plate is articulated on a frame of said one of saidplatforms in three points, one of which is situated on the opposite sideof said coupling joints and two on the same side as said couplingjoints, a boarding element being locked at will inside of said platformand resting upon said skewing plate, said one of said platforms alsoincluding lateral guides articulately secured thereto at one end on saidboarding element and at the other end on the same side of said couplingjoints, so as to define guiding channels for loads to be handled on saidplatform.

3. A truck in accordance with claim 2, characterized in that saidboarding element is in the form of a crossmember free for lateralmovement on the said skewing plate for engaging a transfer floor bymeans of centering lugs engaging in notches provided in the transferfloor, with said lateral guides being articulated at their extremities,on the one hand, on said one of said platforms and, on the other, on thesaid boarding element so as to form guiding passages for the loads, theloads being displaceable by fixed retractable driving rollers.

4. A truck in accordance with claim 3, characterized in that saidretractable guides are placed in the extension of the guides of anotheradjacent platform, and fixed, mobile and retractable rollers arearranged between the said guides in order todisplace the loadslaterally, while articulated diabolo wheels are fitted on the wholesurface of the elements, circulation passages being provided for theevacuation of the loads.

5. A truck in accordance with claim 4, characterized in that theoperating mechanism of the driving diabolo wheels comprises aself-aligned shaft provided with endless screws in engagement withtangent wheels keyed on the pivotal shafts of the said driving diabolowheels, and a servomotor controlled by a steering wheel mounted in thecabin which impresses at will on the said shaft, suitable movements ofrotation.

6. A truck in accordance with claim 5, characterized in that the drivingmechanism for the rotation of the diabolo wheels comprises a firstreversing gear and a bevel gear to which is coupled a second shaftinterrupted by a second reversing gear and coupled to the driving motorthrough a gearbox.

7. A truck in accordance with claim 6, characterized in that the cabincomprises a control panel provided with pushbuttons for combining atwill the lateral and rotational movements, a steering wheel, anaccelerator pedal and a brake pedal.

8. A truck in accordance with claim 7, characterized in that itcomprises safety devices in the form of a finger keyed on the pivotalshaft of the driving diabolo, the said finger being arranged to comeinto abutment against two stops placed in the lock lrmiositionanglagainst two electric safety contacts permitting t e prohibition ofengagement of the reversing position of the first reversing gear and theselection of normal speed of the truck during slow maneuvers.

1. A self-propelled truck comprising a control cabin permitting thedistribution of loads between waiting zones and transfer zones,characterized in that said truck comprises four independent wheeledelements each of which includes a cargo handling platform, each of saidelements being coupled to each other by articulated joints whose axesextend parallel to the face of said platforms so that the platformsnormally present a continuous surface, displacement means in the form oftwo driving double pivoting rollers, angularly controlled in thepivoting plane by a motor device and loose pivoting diabolo wheelsdisposed under said elements so as to support the loads to be handled,said elements being movable as a unit at will, with lateral or turningmovements of the displacement means according to orders from saidcontrol cabin, one of said platforms including a skewing plate, andretractable guides disposed on the other of said platforms assuringcontinuous articulation of loads being handled by the truck.
 2. Aself-propelled truck according to claim 1, characterized in that saidskewing plate is articulated on a frame of said one of said platforms inthree points, one of which is situated on the opposite side of saidcoupling joints and two on the same side as said coupling joints, aboarding element being locked at will inside of said platform andresting upon said skewing plate, said one of said platforms alsoincluding lateral guides articulately secured thereto at one end on saidboarding element and at the other end on the same side of said couplingjoints, so as to define guiding channels for loads to be handled on saidplatform.
 3. A truck in accordance with claim 2, characterized in thatsaid boarding element is in the form of a crossmember free for lateralmovement on the said skewing plate for engaging a transfer floor bymeans of centering lugs engaging in notches provided in the transferfloor, with said lateral guides being articulated at their extremities,on the one hand, on said one of said platforms and, on the other, on thesaid boarding element so as to form guiding passages for the loads, theloads being displaceable by fixed retractable driving rollers.
 4. Atruck in accordance with claim 3, characterized in that said retractableguides are placed in the extension of the guides of another adjacentplatform, and fixed, mobile and retractable rollers are arranged betweenthe said guides in order to displace the loads laterally, whilearticulated diabolo wheels are fitted on the whole surface of theelements, circulation passages being provided for the evacuation of theloads.
 5. A truck in accordance with claim 4, characterized in that theoperating mechanism of the driving diabolo wheels comprises aself-aligned shaft provided with endless screws in engagement withtangent wheels keyed on the pivotal shafts of the said driving diabolowheels, and a servomotor controlled by a steering wheel mounted in thecabin which impresses at will on the said shaft, suitable movements ofrotation.
 6. A truck in accordance with claim 5, characterized in thatthe driving mechanism for the rotation of the diabolo wheels comprises afirst reversing gear and a bevel gear to which is coupled a second shaftinterrupted by a second reversing gear and coupled to the driving motorthrough a gearbox.
 7. A truck in accordance with claim 6, characterizedin that the cabin comprises a control panel provided with pushbuttonsfor combining at will the lateral and rotational movements, a steeringwheel, an accelerator pedal and a brake pedal.
 8. A truck in accordancewith claim 7, characterized in that it comprises safety devices in theform of a finger keyed on the pivotal shaft of the driving diabolo, thesaid finger being arranged to come into abutment against two stopsplaced in the 90* lock position and against two electric safety contactspermitting the prohibition of engagement of the reversing position ofthe first reversing gear and the selection of normal speed of the truckduring slow maneuvers.